Vehicular control system with central electronic control unit

ABSTRACT

A vehicular control system includes a plurality of cameras, a radar device and a central electronic control unit. The vehicular control system is operable to fuse image data captured by at least one of the cameras with radar data sensed by the radar device. The central electronic control unit is operable to at least partially control the vehicle. Threat recognition/evaluation by a threat recognizer/evaluator of the central electronic control unit and risk assessment by a risk assessor of the central electronic control unit is responsive, at least in part, to (i) image data captured by at least one of the cameras, (ii) radar data sensed by the radar device and (iii) map data associated with a current geographical location of the vehicle. The central electronic control unit, responsive at least in part to threat recognition/evaluation and risk assessment, controls braking of the equipped vehicle.

CROSS REFERENCE TO RELATED APPLICATIONS

The present application is a continuation of U.S. patent applicationSer. No. 14/714,761, filed May 18, 2015, which is a continuation of U.S.patent application Ser. No. 13/377,673, filed Dec. 12, 2011, now U.S.Pat. No. 9,036,026, which is a 371 national phase application of PCTApplication No. PCT/US2010/038477, filed Jun. 14, 2010, which claims thebenefit of U.S. provisional application Ser. No. 61/186,573, filed Jun.12, 2009, which is hereby incorporated herein by reference in itsentirety.

FIELD OF THE INVENTION

The present invention relates to processing systems for vehicles and,more particularly, to processing systems that process inputs fromvarious sensors and control various vehicular systems and accessories inresponse to such inputs.

BACKGROUND TO THE INVENTION

It is known to provide a data/computing processor (such as an electroniccontrol unit or ECU) that receives multiple inputs from and/or providesmultiple outputs to multiple sensors, controls and/or accessories in anautomotive vehicle. Examples of such processing systems are described inU.S. Pat. Nos. 6,629,033; 6,778,073; 7,146,260 and 7,178,049, which arehereby incorporated herein by reference in their entireties. It is alsoknown to provide a vehicle system that receives multiple inputs and mayprovide or generate different outputs in response to processing of theinputs, such as the systems described in U.S. Pat. Nos. 7,697,027;7,355,524 and 7,205,904, which are hereby incorporated herein byreference in their entireties.

SUMMARY OF THE INVENTION

The present invention provides a vehicular scalable integratedelectronic control unit or module or system that is responsive tomultiple inputs from and/or is capable to provide multiple outputs tomultiple sensors or accessories or sub-systems, such as receiving andprocessing video data from multiple vehicular video cameras and/or suchas receiving and processing data from various vehicular sensors andtransducers such as exterior-mounted/sensing sensors and/orinterior-mounted/sensing sensors. The vehicular scalable integratedelectronic control unit or module or system can receive input fromand/or provide output to a variety of vehicular systems/sensor, such asvehicle status sensors or indicators, radar sensors or systems, chassissensors or systems, speed/propulsion sensors or systems,wireless-receiving sensors or systems such as antennae and transceivers,or the like. The vehicular scalable integrated control unit can controlsingular or multiple functions or systems of the vehicle, such aschassis control, propulsion control, safety system control, infotainmentcontrol, communications control and the like, and does so in a mannerthat is dynamic, is scalable and is flexible. The vehicular scalableelectronic control unit receives multiple inputs and provides anappropriate function or processing responsive to a determined drivingcondition or situation. The vehicular scalable electronic control unitthus provides a means for enhancing computing and processing inputs frommultiple sources to provide multiple functions. The present inventionprovides a scalable and flexible and reliable control unit or system fora vehicle that also provides reduced costs and reduced packagingconcerns over the multiple electronic control units or ECUs in use invehicles today.

The vehicular scalable integrated control unit or module or system ofthe present invention preferably incorporates inputs from driverassistance system components (such as cameras, radar sensors, ultrasonicsensors and/or infrared sensors or the like), or systems or subsystems,and does so in a manner that is scalable and flexible in terms of dataprocessing, software compatibility and overall computingeconomy/efficiency, and in particular the present invention facilitatesdynamic situational processing where computing resources adapt toparticular driving or vehicle conditions or situations. The architectureand composition of the scalable integrated electronic control unitfacilitates and enables dynamic/scalable and flexibleintegration/combination into a centralized scalable/flexiblecontrol/command/communication system or module of algorithmic processingand computing of driver assistance system (DAS) functions andapplications with the likes of navigational functions or systems orsubsystems and with infotainment functions or systems or subsystems(such as, for example, radio/entertainment functions and accessories,including satellite radio, MP3 players, PDAs, telematics systems (suchas including Car2Car, Car2X, ONSTAR® and/or SYNC™), and/or wirelessconnectivity and the like. The architecture and composition of thescalable integrated electronic control unit facilitates and enablesintegration of and combination of features and functions currentlyassociated with a Head Unit (as such are commonly known in theautomotive art) with DAS functions such as surround vision or reversecamera vision in isolation of or in combination with machine vision ofroad signs, lane markings, objects, pedestrians, headlights/taillightsand/or the like. The architecture and composition of the scalableintegrated electronic control unit facilitates and enables providing orincluding centralized video image processing and/or image processing ofthe video outputs of multiple video cameras of the vehicle, and mayinclude combination/integration/co-processing of such data with thelikes of map/navigational data and the likes of radar data fordisplaying graphic overlay-enhanced video images to the driver of thevehicle and/or provision of machine vision-processed image data tovehicular accessories and controls (such as an ACC control) viaimage-processed detection of objects or the like in captured image datafrom various vehicular video cameras, such as rear backup cameras,forward facing imagers and night vision cameras. The architecture of thescalable integrated electronic control unit enablesrecovery/rerouting/redundancy should a fault or failure develop insoftware and/or hardware of the scalable integrated electronic controlunit or system, and the architecture of the scalable integratedelectronic control unit further enables robust, reliable and secure dataprocessing in a central electronic control unit or ECU.

The vehicular scalable integrated control unit may receive and/orprocess data with a hierarchy of criticality to efficient/safe vehicleoperation and function, and the architecture preferably furtheraccommodates and facilitates provision of less critical but consumerattractive and consumer importable features and functions, and providesa robust and reliable firewall assuring that consumer imported ordownloaded features do not interfere with or degrade vehicular functionsor controls existing in the vehicle and provided thereto by theautomaker. The architecture and construction of the vehicular scalableintegrated control unit of the present invention accommodates aplurality of software or applications utilizing a plurality of operatingsystems, and enables an automaker to centralize in a scalable andflexible control unit some, much or all of software and/or hardwarecurrently dispersed in vehicles in a multitude of application-dedicatedECUs and accessories, thereby facilitating use of lower cost/limitedfunctionality and reduced-data processing, lower power, less-intelligentsensors (such as lower cost cameras) and also facilitating provision ofsoftware from software specialists that may be distinct and differentfrom the suppliers to the automakers of the ECU or associated computingor data processing hardware that runs the software.

Thus, the architecture/construction/composition of the vehicularscalable integrated control unit allows an automaker to flexibly andeconomically centralize the computer/algorithmic processing of featuresand applications that conventionally are processed in isolation viamultiple generally non-connected dedicated ECUs, and further allows andenables selection by the automaker of a preferred or specialized or moreaffordable software supplier that may optionally be independent ofeither the supplier of the vehicular scalable integrated control unitand/or of the various sensors/controls/subsystems/systems/accessoriesthat provide and/or receive data or I/O control thereto or therefrom.Preferably, the vehicular scalable integrated control unit comprises ascalable Driver Assistance System (DAS) situational analysis vehicleintegrated control unit that also provides dynamic andsituational-dependent control of and/or I/O control of functionscurrently associated with a Head Unit, and that has capabilities ordomain to accommodate and run consumer-attractive applications. Suchapplications may be customized for or be appropriate for a particulartype or brand or level of vehicle, or a particular type or level ofdriver and/or profile identity of the driver and/or occupants of thevehicle, or a particular driving situation and/or geographic locationand/or traffic condition.

Preferably, the vehicular scalable integrated control unit comprises ascalable DAS situational analysis vehicle integrated control unit systemthat includes a safety domain controller in the vehicle that, as thevehicle begins to travel or while it is traveling in various trafficconditions and under various environmental conditions or when parking orreversing, calculates the probability of an accident—and uses thisinformation to initiate responses that can prevent or mitigate anaccident at least in part and preferably completely. If this is notpossible, the system of the present invention tries to minimize theconsequences of an accident such as by, for example,pre-filling/pre-conditioning of brakes, tightening of seatbelts,positioning of head rests, closing windows and a sunroof andpre-warning/arming airbags ahead of time so that deployment can becontrolled optimally. A threat recognizer/evaluator and a risk assessoris preferably included in the system to enable such decision-making in ascalable and flexible manner, and as the imminence of a potentialcollision increases, a DAS Situational Analyzer of the vehicularscalable integrated control unit deploys available processing power andmemory/I/O resources to collision avoidance/mitigation.

These and other objects, advantages, purposes and features of thepresent invention will become apparent upon review of the followingspecification in conjunction with the drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic of a vehicular multi-view camera system, having areverse aid control unit;

FIG. 2 is a schematic of a vehicular system in accordance with thepresent invention;

FIG. 3 is a schematic of a vehicular multi-view camera system of thepresent invention;

FIG. 4 is a schematic of a vehicular multi-view camera system and easypark system in accordance with the present invention;

FIGS. 5 and 6 are schematics of a vehicular scalable control system inaccordance with the present invention;

FIG. 7 is a perspective view and schematic of a vehicle incorporating anintegrated vehicle control system of the present invention;

FIGS. 8 and 9 are schematics of a system architecture for a vehiclecontrol system of the present invention;

FIGS. 10-14 are schematics of examples of the control functions of thevehicle control system of the present invention;

FIG. 15 is a schematic of various accessories and systems that may beincorporated into an integrated vehicle control system of the presentinvention;

FIG. 16 is a schematic of vehicle driving segments or hierarchy for useby the integrated vehicle control system of the present invention;

FIG. 17 is a top plan view of a vehicle and a schematic of an integratedvehicle control system of the present invention, incorporated into thevehicle;

FIG. 18 is another schematic of a vehicle control system of the presentinvention, showing various inputs to the control;

FIG. 19 is another schematic of a vehicle control system of the presentinvention suitable for use in a fully autonomous vehicle;

FIGS. 20-22 are schematics of the software architecture for the vehiclecontrol system of the present invention; and

FIG. 23 is a block diagram of another vehicle control system of thepresent invention.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

The present invention provides a vehicular scalable integrated controlunit or module or system that is responsive to inputs from multipleaccessories and/or systems or subsystems and is operable to control oradjust or activate/deactivate various accessories or vehicle controls.The vehicular scalable electronic control unit provides a single orcommon or central control or processor that may provide variousfunctions depending on detected or determined driving conditions orsituations and/or vehicle conditions and/or weather conditions and/orgeographical location of the vehicle and/or the like. The vehicularscalable electronic control unit provides dynamic situational processingand provides control functions accordingly, thereby providingappropriate controls for particular situations while limiting orreducing processing of other inputs or parameters that are not asrelevant to the detected or determined vehicle/driving situation. Thescalable integrated electronic control unit is configurable fordifferent applications and may selectively include different softwareand/or applications and may be selectively connected to differentaccessories or inputs, in order to provide the desired or appropriatefunctions for the vehicle equipped with the system. The scalableintegrated electronic control unit or system of the present inventionthus provides a flexible (may be configured for various applications andoperating systems and the like) and scalable (may have a few functionsor lots of functions available and/or running at any time) system thatreduces the need for multiple isolated processors and control units ofthe vehicle and thus provides a lower cost control system with enhancedfunctional capabilities, as discussed below.

Referring now to the drawings and the illustrative embodiments depictedtherein, a 360 degree view system on a vehicle may provide the driverwith a view encompassing the area around the entire vehicle (FIG. 1).This type of automotive driving aid provides visual information to thedriver about the vehicle surroundings and aids in the maneuvering of thevehicle. Such a system may utilize aspects of the alert systemsdescribed in PCT Application No. PCT/US2010/025545, filed Feb. 26, 2010;and/or U.S. provisional applications, Ser. No. 61/180,257, filed May 21,2009; Ser. No. 61/156,184, filed Feb. 27, 2009; and Ser. No. 61/174,596,filed May 1, 2009, which are all hereby incorporated herein by referencein their entireties.

The system level architecture of such systems encompasses an electroniccontrol unit (ECU) to receive live video input from a plurality ofvehicular cameras, such as, for example, four separate NTSC CMOS videocameras mounted at the front, sides and rear of the vehicle (and withfields of view external of the vehicle). The vehicular scalableelectronic control unit processes the individual received video feeds(or compressed data therefrom) from the individual video sources, andmay perform machine vision image processing to determine objects ofinterest/hazard, may add indicia or icons or visual alerts or graphicoverlays, may merge separate captured images into the likes of asurround-view presentation, may combine/co-process the received videoimages with other received data, such as from the likes of ultrasonic orradar or IR sensors or from other vehicle equipment/accessories/sensors,and may present/feed (such via a vehicular network or via a direct wiredconnection) that information to a video display viewable by the driver(such as a console-mounted video screen or a video mirror) and/or maygenerate vehicle equipment control signals/outputs that control thelikes of braking or speed or hazard alerts or the like. The presentationof this video information on a video screen viewable by the driver whiledriving preferably has driver-selectable viewing configurationsincluding: a 360 degree view with a perspective reference above thevehicle (birds-eye view) for the purpose of identifying obstacles aboutthe vehicle, and the system provided selection of any single camera infull screen mode to provide more information about the region ofinterest, and a rearward looking view of the vehicle to aid inmaneuvering the vehicle while moving in reverse. FIG. 2 shows the systemlevel block diagram of the 360 degree view system.

Such a system can have an architecture such as shown in FIG. 2. FIG. 2illustrates the inclusion of the NTSC Decoder, video processor, and NTSCencoder. In addition, a stand-alone microcontroller may support MSCANcommunication, power supply management, system state control, systemconfiguration, and act as a co-processor for generating algorithmdependent overlays.

FIG. 3 shows a block diagram of a vehicular scalable electronic controlunit or module or system in accordance with the present invention. Theadvantages of the system shown in FIG. 3 include, for example, that thescalable integrated electronic control unit can be used for otherfunctions when the 360 view camera system is not needed/used; thescalable integrated electronic control unit has the capability to runother functions in addition to the 360 view system; and the system hasthe ability to use cameras for other applications when not used by the360 view application. The control system of the present invention thusprovides a flexible, scalable, adaptable system that can be configuredto receive inputs from multiple cameras and/or other sensors (such asultrasonic or radar sensors such as shown in FIG. 4) and to provide adesirable or appropriate output or display responsive to the cameras andto a detected or selected driving condition or situation, and to provideother control functions for other accessories or systems in response toa detected or selected driving condition or situation, as discussedbelow.

The present invention provides a vehicle control system or driverassistance system (DAS) that is responsive to inputs from multiplesensors or accessories and operable to control various accessories, suchas a video display or information display or other control systems orsubsystems of the vehicle. The vehicular scalable electronic controlunit or module or system thus may provide a single control unit ormodule that may provide multiple functions, and may automaticallyprovide appropriate functions or processing responsive to a drivingcondition of the vehicle. For example, when the system detects that thevehicle is in a reverse gear or making a reversing maneuver, the systemmay automatically provide a video display of the images captured by arearward facing camera of the vehicle, and may stop or inhibit or limitprocessing of images captured by other cameras or sensors, such asforward facing cameras and/or the like of the vehicle. Thus, the controlsystem provides enhanced features and functions and avoids the need formultiple isolated processors since the system manager of the controlunit of the present invention dynamically, and in accordance with aparticular driving, vehicle, driver, geographic, weather, traffic,and/or road condition, selectively provides a desired or appropriatedegree of processing for the appropriate inputs depending on theparticular driving condition or situation of the vehicle. The sensorsneed not include their own processors and the like, and may be readilylinked to or “plugged into” the control unit or system, whereby thecontrol unit may receive and process signals from the sensorsaccordingly, and depending on the particular driving condition orsituation of the vehicle.

With reference to FIGS. 5-7, the vehicular scalable electronic controlunit of the present invention is a scalable and integrated vehiclecontrol unit that has the ability to host multiple core functionscost-effectively and has the ability to fuse these functions together tooffer unique features that are not easily created with independentcontrol modules. The control unit is scalable in that a common hardwarearchitecture can be used to control multiple complex or simplefunctions. Customization may be provided for incorporation of functionsfrom each system, but the common architecture will apply to each productin the control unit family. The scalable integrated electronic controlunit is flexible in that functions from various vehicle subsystems canbe hosted by control module, and the architecture may support any OEMand vehicle model. Also, the scalable integrated electronic control unitis flexible in that different levels/powers/types of processors may beintegrated in or added to or associated with the vehicular scalableelectronic control unit of the present invention, all under commonsystem management. The scalable integrated electronic control unit isstable in that it is capable of running safety-critical functions, andits parallel processing capabilities enables redundancy for criticalfunctions. Also, the scalable integrated electronic control unit of thepresent invention provides a low cost control system as compared to avehicle equipped with equivalent functioned multiple independentprocessors and/or ECUs or controller (such as a Body ECU or controller,a Chassis ECU or controller, an Infotainment ECU or controller, a HeadUnit ECU or controller and/or the like).

The vehicular scalable integrated control unit or module or system ofthe present invention thus provides a scalable generic vehicle controlunit platform that supports consolidation of DAS, infotainment andchassis/body worlds/systems and that is open to host applications ofdifferent suppliers. The scalable integrated electronic control unitprovides a single hardware and software architecture with plug-incapability for different software applications (such as, for example,easy adaptation of different navigation software packages), and may beoperable to run safety critical vehicle functions. The scalableintegrated electronic control unit or system thus allows for fewer ECUsin a vehicle equipped with the scalable integrated electronic controlunit or system of the present invention, and thus provides an enhancedfunction to cost ratio. Because the system is a modular design, there isreduced development time and cost and a reduced piece price (because thesystem has the same basic components for all product lines). Theopenness of the platform supports integration of applications fromdifferent suppliers, and new or different applications and/or functionsmay be added without additional costs, based on the consolidation ofDAS, infotainment, and chassis/body functions.

The scalable integrated electronic control unit or system of the presentinvention thus provides an operating system and software for determiningwhich applications or programs or systems are to be controlled orprocessed, such as depending on a detected driving condition of thevehicle or the like. For example, the system may function to run only afew functions or may run many functions, depending on the particulardriving condition or the like. The system may manage itself and continuerunning as the conditions change. The scalable integrated electroniccontrol unit or system of the present invention thus provides a systemwith fewer ECUs (and thus reduced weight, reduced packaging concerns,fewer cables, and reduced costs to the vehicle), a reduced integrationeffort (and thus reduced development time, quicker product launch,enhanced stability and reduced integration risk), enhanced function tocost ratio (only one control unit or module versus multiple independentprocessors or control modules or units), and enhanced new features andapplications (such as new features based on combined functions, enhancedaftermarket features or capabilities, a single integrated diagnosis unitand/or the like).

With reference to FIGS. 8 and 9, the control system includes a systemmanager, such as a Tetrahedron Control Element Topology (TCET) expander(“TeX”), that provides system management and acts as a switch board fordirecting signals to the appropriate component and/or subsystem and/orcontrol. Examples of such TCET expanders and/or protocol and/orarchitecture are described in U.S. Pat. Nos. 6,292,718; 6,654,910;6,628,441; 7,140,026; 5,752,065; 6,952,782; 6,571,136; 7,349,844 and/or6,950,312, and/or U.S. Pat. Publication No. US2008/115013, published May15, 2008, and/or European Pat. Nos. EP 1 579 279 and EP 2 954 034;and/or PCT Publication No. WO 02/095581, published Nov. 28, 2002, whichare all hereby incorporated herein by reference in their entireties. Thesystem manager or TCET system architecture facilitates enhanced systemscalability and variability to allow for component reduction orminimization.

The system manager allows for scalability of the system. The systemincludes a Communication Access Point (CAP) that is the communicationgateway for all system components including physical Firewalls andintegration of external communications into a single component (such as,for example, CAN Class B/C, Most, LIN, UART, SID, LVDS, Camera Link, HMIOutput—“TCET eXpander”). The CAP provides a true car gateway functionusing the bundled inputs and outputs. The system also includes a logicaland physical separation of realtime (ComPro) and non-realtime (CoreCPU)processing. The hardware scales independent of clustered functionalityusing hardware/software abstraction layers, where the system may havescale in the number of processors, scale in the processor type andvariety (such as logical/physical CPU, ATOM, SH4, and/or the like)and/or scale in computing power (such as changes in processing speedand/or memory of the processors). The implementation of an independentsystem monitor (SysMon) allows the system to monitor the complete systemfunctionality via a TCET interlink, and allows the system to control theload balance of the associated CPUs, and allows the system to swap thefunctionality between logical/physical CPUs for high systemavailability. The interlinking of all of the relevant system componentsthus provides enhanced processing and control with a single controlmodule.

For example, and with reference to FIG. 9, for a vehicle with basicfunctions, such as radio, keyless entry and climate control, the systemmay include a single low processor (such as a TI MSP430 with a SysMonand CAP on the processor) and may route the interfaces through thesystem manager or TCET expander to the SysMon and CAP. If additionalfunctions are added to the vehicle or system, such as, for example, alow end navigation function or system, a multimedia function or system,an automatic headlamp control function or system and/or a lane departurewarning function or system, then the system may include a single highend processor (such as an Intel ATOM 1.6 GHz processor with a CorePU, aCAP and a SysMon on the processor and with a ComPro/CorePU logicalpartition), and the system may route the interfaces to the core CPUthrough the system manager or TCET expander. If further additionalfunctions are added to the vehicle or system, such as, for example, amid-end navigation function or system, a traffic sign recognitionfunction or system, a forward collision warning function or system, anadaptive cruise control function or system, a body side detectionfunction or system, a speech recognition function or system, and/or thelike, the ComPro may comprise an upgraded ComPro (such as an SH7785 600MHz ComPro) and the CorePU may comprise an upgraded or separate CorePU(such as an Intel ATOM 1.3 GHz CorePU) to provide the enhancedprocessing capabilities. Optionally, if further additional functions areadded to the vehicle or system, such as, for example, a 3D navigationsystem, a natural speech recognition function or system, a heads updisplay, a Stop&Go function or system, and/or the like, the ComPro maycomprise an upgraded ComPro (such as an Intel ATOM 1.3 GHz ComPro) andthe CorePU may comprise an upgraded or separate CorePU (such as an IntelATOM 1.6 GHz CorePU), and the processor may include CorePU and ComProphysical partitions, with the system providing dynamic routing ofinterfaces to the CorePU and ComPro through the system manager or TCETexpander to provide the enhanced processing capabilities and dynamicprocessor utilization (and the system may have multiple operating systemcapabilities).

The scalable integrated electronic control unit or module or system thusallows for the vehicle manufacturer or an aftermarket supplier toprovide different applications for performing different functions,without requiring a new or additional processor. For example, a desiredapplication or applications may be downloaded (such as from the INTERNETby a consumer or by a technician at a car dealership/car service centeror via a telematics system of the vehicle by the driver/car ownerhimself or herself) to the scalable integrated electronic control unitor module or system as desired. Optionally, and such as via a telematicssystem of the vehicle, and when selected by a driver of the vehiclewhile driving or when automatically triggered such as for a particulardriving situation and/or geographical location of the vehicle (thatautomatically is determined by a GPS system of the equipped vehicle),the scalable integrated electronic control unit may operate to access orrun the downloaded application or applications at an appropriate time orin response to a detected driving condition or the like. The system thusmay have programs from different sources, and the programs may be fed tothe TCET expander, whereby information that is important for theselected or appropriate processing may be extracted from the programsand routed to the appropriate processor or accessory or the like. Asshown in FIGS. 10-21, various systems and/or subsystems and/oraccessories may be integrated into the control system of the presentinvention, with the scalable integrated electronic control unitproviding an integrated control unit or vehicle control unit or module.

For example, the vehicular scalable electronic control unit or system orsituational awareness unit or module or system can be particularly usedin an overall driver assistance and safety system as illustrated inFIGS. 17 and 18. As further applications and systems and subsystems aredeveloped and integrated into the vehicular scalable electronic controlunit, it is envisioned that the vehicular scalable integrated controlunit of the present invention may be suitable for controlling functionsof an autonomous vehicle, such as illustrated in FIG. 19. Varioussoftware and software architecture may be implemented in or associatedwith the vehicular scalable integrated control unit, such as illustratedin FIGS. 20-22.

Optionally, for example, the control system may include an automaticheadlamp control function, a traffic sign recognition function, aback-up assist function and/or the like, responsive to various imagesensors (such as a forward facing sensor and rearward facing sensor) andnon-imaging sensors or the like. The system may analyze various inputsor vehicle status conditions to determine the type of driving that thevehicle is undergoing, and may adjust the processing in response to sucha determination. For example, if the system determines that the vehicleis undergoing a reversing maneuver, the system may limit or inhibitprocessing of the captured images from the forward facing camera, sincethey are not as relevant for a reversing maneuver. Likewise, if thesystem determines via inputs from sensors/equipment in the vehicle thatthe vehicle is traveling in a forward direction, the system recognizesthat there is no need to have the processor process images from therearward facing camera and that there is no need to even have therearward facing camera operating to be available for processing when thevehicle is in a forward gear. Thus, the system may detect the vehicledriving situation (such as driving forward, driving in reverse, drivingup a hill or mountain, driving down a hill or mountain, driving around acurve in the road, daytime driving, nighttime driving, driving at aparticular geographical location, and/or the like), and may adjust itsprocessing accordingly. Thus, a single scalable integrated electroniccontrol unit or module may function to provide a plurality ofindependent functions without requiring costly high end or high poweredprocessing capabilities and the like.

Optionally, for example, a navigation application may be downloaded(such as via a telematics system of the vehicle when selected by adriver of the vehicle, such as for a particular driving situation and/orgeographical location of the vehicle) for a particular region or localethat the vehicle is to be traveling in or through. Then, when a GPSsystem of the vehicle detects that the vehicle is at a particulargeographical location, the scalable integrated electronic control unitmay download the appropriate maps or information associated with thatlocation, or may provide (such as via an audible system or video displayor the like) information to the driver of the vehicle about thegeographical location at which the vehicle is located.

For example, and with reference to FIG. 23, a vehicular scalableintegrated control system for a vehicle may include a plurality ofcameras having respective fields of view exterior of the vehicle (suchas a forward facing camera, a rearward facing camera and one or moresideward and/or rearward facing cameras), and a vehicular scalableintegrated control unit. The vehicular scalable integrated control unitincludes an image processor, and visual image data captured by thecameras is processed by the image processor of the vehicular scalableintegrated control unit to detect objects in the fields of view of thecameras. A display screen for displaying video information to a driverof the vehicle is operable to display information responsive to thevehicular scalable integrated control unit. The vehicular scalableintegrated control unit is responsive to a global positioning system ofthe vehicle to determine a current geographical location of the vehicle.The vehicular scalable integrated control unit accommodates downloadingof applications, which may include a tour guide application (forexample, if a driver is planning to visit a tourist attraction area,such as, for example, Washington, D.C., the driver may download aWashington, D.C. tour guide application to provide him or her with mapsand points of interest at the tour area). The tour guide applicationprovides information associated with various geographical locations of aselected tour area. The vehicular scalable integrated control unit,responsive to a determination by a GPS system of the equipped vehiclethat the current geographical location of the vehicle is at a locationidentified in the tour guide application for the selected tour area,controls the display screen to display information associated with theidentified location of the tour guide application and the currentgeographical location of the vehicle and/or audibly narrates points ofhistorical, entertainment or commercial interest associated with thebuilding or site or landmark or the like being approached/passed. Avideo image of a historical building being capture by a forward facingcamera can be highlighted/annotated to draw the driver's/occupant'sattention to what is being approached/passed. Optionally, the vehicularscalable integrated control unit may be operable to access and/orprocess the tour guide application responsive to a determination thatthe current geographical location of the vehicle is approaching theselected tour area.

Thus, when the vehicle is driven at or through the tour area associatedwith the downloaded tour guide application, the display screen displaysinformation responsive to the vehicular scalable integrated control unitand the GPS, with the displayed information being associated with theselected tour location of the tour guide application and the currentgeographical location of the vehicle. For example, as the vehicleapproaches or is at the tour area (such as Washington, D.C.), thecontrol unit may automatically access and process or run the tour guideapplication for that area and may display pertinent information on thedisplay screen as the vehicle is driven through the tour area. Forexample, as the vehicle is driven past the White House, the control unitmay (responsive to a detection of that current geographical location ofthe vehicle) automatically display information about the White Housesuch as a video of the White House being captured by a forward-facingcamera of the equipped vehicle (along with audible information as well)so the driver and occupants of the vehicle can readily identify theWhite House and see or hear additional information about the White Houseas the vehicle approaches or is driven past the White House, or a videodownloaded from the INTERNET from the likes of Google Street View(http://maps.qoogle.com/help/maps/streetview/) can be displayed as theequipped vehicle approaches the actual building/site, with the displayof the video synchronized to the actual geographic position and approachof the equipped vehicle.

The vehicular scalable integrated control unit thus provides flexiblecustomization of the control unit to provide a consumer-attractive tourguide feature or function, whereby the driver may purchase and downloadthe desired tour guide application (including maps and information) suchas from the INTERNET using his/her PDA or cell phone or the like or viaa vehicular telematics system such as SYNC™ or ONSTAR®, and may select(and authorize/pay for) the type of information or type of tour (e.g., apoints of interest type of tour or a historical information type of touror a scenic type of tour or the like), and the control unit or systemautomatically accesses and runs the application when it is determinedthat the vehicle is at or approaching the selected tour guide area (orin response to a user input or the like). The driver and occupants ofthe vehicle can then take a self-driven tour of the selected tour areawhile automatically receiving information on the various points ofinterest that they pass during the tour and receiving such informationat the time that the vehicle is actually present at or approaching ordriving past that particular point of interest.

The vehicular scalable integrated control unit thus performs situationalprocessing to determine the driving conditions (such asforward/reverse/uphill/downhill and/or weather conditions and/or fuelcapacity or driving range or the like) and/or the current geographicallocation of the vehicle and/or the like, and may access and run orcontrol the appropriate application and/or accessory responsive to sucha determination. Optionally, for example, a fuel conserving program orapplication may be downloaded to the processor or system, whereby whenthe system detects that the vehicle is low on fuel (such as low ongasoline or low on battery power for an electric vehicle), the systemmay provide hierarchical situational analysis and decision making toprovide enhanced fuel economy while the fuel or energy level is low. Forexample, the system may, in response to a low fuel/energy/powerdetection, function to control the HVAC system of the vehicle, such asto shut down the air conditioning to conserve energy. Optionally, forexample, the system may inhibit or limit such controlling or shuttingdown of the HVAC system if the system also determines that there is fogon the interior surface of the windshield (such as responsive to a rainsensor or imaging sensor or the like at or near the windshield of thevehicle). The system dynamically analyzes the inputs and conditions andmakes the decision based on the hierarchical analysis. For example, atfirst, the importance is on getting to a gas station or charging stationor the like without running out of fuel, so the system may shut down anyaccessory or system that may be a drain on the vehicle power, but ifthat accessory is at that time needed (such as an AC function to defogthe windshield for safer driving), then the system may limit or inhibitshutting down that system and may look to shutting down otheraccessories or systems or controlling the engine performance or the liketo enhance the fuel economy of the vehicle until it is refueled orrecharged.

The vehicular scalable integrated control unit may allow an automaker toflexibly and freely centralize the computer/algorithmic processing offeatures and applications that conventionally are processed inisolation, and further allows and enables selection by the automaker ofa preferred or specialized or more affordable software supplier that maybe independent of the supplier of the vehicular scalable integratedcontrol unit and/or the varioussensors/controls/subsystems/systems/accessories that provide and/orreceive data or I/O control thereto or therefrom. Optionally, thevehicular scalable integrated control unit comprises a scalable DASsituational analysis vehicle integrated control unit that also providescontrol of functions or systems or accessories of the vehicle, and thatcan accommodate and run consumer-attractive applications. Suchapplications may be customized for or be appropriate for a particulartype or brand or level of vehicle, or a particular type or level ofdriver and/or profile identity of the driver and/or occupants of thevehicle, or a particular driving situation and/or geographic locationand/or traffic condition. For example, the vehicular scalable integratedcontrol unit may run or accommodate such applications and may beresponsive to the geographic location of the vehicle or a detectedidentity of the driver or occupants of the vehicle, such as by utilizingaspects of the systems described in U.S. Pat. Nos. 7,412,328 and/or7,474,963, which are hereby incorporated herein by reference in theirentireties.

The system thus provides dynamic situational processing to provide theappropriate function depending on one or more conditions of the vehicleand/or driver and/or vehicle location and/or weather conditions and/orthe like. Optionally, the system may also function to mitigate problemsthat may arise in case of a malfunction of one or more accessories orsubsystems. For example, if the system detects a problem or malfunctionor error in a software application or hardware component, the system maydynamically shut down the malfunctioning application or component (suchas a processor) and may use another application or component (such asanother processor) to perform the desired or appropriate task or mayshare circuitry and/or components with other systems or subsystems orsoftware to perform the desired or appropriate task.

Optionally, the vehicular scalable integrated control unit or module maybe located in variety of locations at or in the vehicle. For example,the scalable integrated electronic control unit may be located at orincorporated in or associated with an infotainment element or system(such as part of a radio or navigation screen or a video display moduleor part of a video mirror assembly or the like). Optionally, thescalable integrated electronic control unit may be incorporated in ormay be part of a windshield electronics module and/or an accessorymodule located at or near the interior rearview mirror assembly of thevehicle, or may be located at or in the interior rearview mirrorassembly of the vehicle, while remaining within the spirit and scope ofthe present invention.

As discussed above, the vehicular scalable integrated control unitreceives inputs from various exterior cameras and/or sensors, andoutputs from the scalable integrated electronic control unit may be usedfor displaying captured video information on a video display screen.Thus, the scalable integrated electronic control unit may be associatedwith or may cohabitate with other units or systems or accessoriesassociated with a video screen or imaging system of the vehicle. Becausemany other items or accessories or systems may generate information oroutputs that appear on such a video screen, it is ripe to cohabitate orcoassociate the vehicular scalable electronic control unit with suchother accessories or system or component items that currently areassociated with or use video screens of a vehicle (like navigationsystems and the like). Thus, it is envisioned that the vehicularscalable electronic control unit of the present invention and theseother systems or subsystems or accessories (such as an image processor,such as an EyeQ™ image processor or the like) may be brought into orassociated with or located at the “Head Unit” of the vehicle usingscalable integrated electronic control unit (or optionally elsewhere ator in the vehicle).

The cameras may communicate the captured image data to the scalableintegrated electronic control unit via any suitable means. For example,the cameras may wirelessly communicate the captured image data to theimage processor or may communicate via a wired connection orcommunication link or Ethernet cable or link. For economy, video imagetransmission via an Ethernet cable can be desirable, particularly whenthe individual video feeds from multiple video cameras disposed aroundthe vehicle are being fed to a common image processor and/or electroniccontrol unit and/or video display module or system. Optionally, forexample, the connection or link between the image processor and thecamera or cameras may be provided via vehicle electronic orcommunication systems and the like, and may be connected via variousprotocols or nodes, such as BLUETOOTH®, SCP, UBP, J1850, CAN J2284, FireWire 1394, MOST, LIN, FLEXRAY®, Byte Flight, LVDS and/or the like, orother vehicle-based or in-vehicle communication links or systems (suchas WIFI and/or IRDA) and/or the like, depending on the particularapplication of the mirror/accessory system and the vehicle, and may becompatible with standard vehicle protocols/conventions such as areprovided by the likes of AUTOSAR. Optionally, the connections or linksmay be provided via wireless connectivity or links, such as via awireless communication network or system, such as described in U.S. Pat.No. 7,004,593, which is hereby incorporated herein by reference in itsentirety, without affecting the scope of the present invention. Dataprocessing is flexible to be compatible with various real-time operatingsystems such as QNX or Linux or Microsoft CE or Microsoft Auto® or thelike. Abstraction action of particular hardware and/or running ofparticular software is managed via a respective hardware abstractionlayer and a software abstraction layer of the scalable integratedelectronic control unit or module or system. The system manager scalableintegrated electronic control unit or module or system (preferablycomprising a TCET expander) functions as an overall system sentinel thatmanages the firewalls provided for data/processing and of I/O, thatmanages the flexibility and scalability of I/O, of multipledata-processors used, of memory and other data storage resources, ofsub-system redundancy/fault recovery, of communications and of dynamic,and of situational awareness and/or the like.

Optionally, for example, if the vehicle is being driven in a forwarddirection, the forward facing camera may be operating to capture imagesfor a lane departure warning system (LDW) or the like, with the capturedimage data being processed accordingly (such as by utilizing aspects ofthe systems described in U.S. Pat. Nos. 7,355,524; 7,205,904; 7,038,577;5,929,786 and/or 5,786,772, and/or U.S. patent applications, Ser. No.11/239,980, filed Sep. 30, 2005; and/or Ser. No. 11/315,675, filed Dec.22, 2005, now U.S. Pat. No. 7,720,580, which are hereby incorporatedherein by reference in their entireties). If the vehicle is thenstopped, the system, responsive to the changed driving condition, maydetermine that the vehicle is stopped at a cross-traffic situation, suchas via image processing to detect a stop sign or the like (such as byutilizing aspects of the systems described in U.S. Pat. Nos. 5,550,677;5,670,935; 5,796,094; 5,877,897; 6,313,454; 6,353,392 6,396,397;6,498,620; 7,004,606; 7,038,577 and/or 7,526,103, which are herebyincorporated herein by reference in their entireties) or by determiningthat the vehicle had been driving in a forward direction and thenstopped moving. In response to such a determination that the vehicle isstopped at a cross-traffic situation, the video display, responsive tothe image processor, may display the sideward directed views to assistthe driver in driving forward into the intersection or out of a parkingspace in a parking lot or the like, such as described in PCT ApplicationNo. PCT/US2010/025545, filed Feb. 26, 2010; and/or U.S. provisionalapplications, Ser. No. 61/180,257, filed May 21, 2009; Ser. No.61/156,184, filed Feb. 27, 2009; and Ser. No. 61/174,596, filed May 1,2009, which are all hereby incorporated herein by reference in theirentireties.

Optionally, the vision system may process the captured image data and/ormay be associated with a navigation system to determine the location ofthe vehicle, such as to determine if the vehicle is in an urbanenvironment or rural environment or the like. The navigation system maycomprise any type of navigation system, and may utilize aspects of thesystems described in U.S. Pat. Nos. 6,477,464; 5,924,212; 4,862,594;4,937,945; 5,131,154; 5,255,442; 5,632,092; 7,004,593; 6,678,614;7,167,796 and/or 6,946,978, which are all hereby incorporated herein byreference in their entireties. Optionally, the vehicle speed may bedetermined via processing of the images captured by the imaging sensorsor cameras, such as by utilizing aspects of the systems described inU.S. Pat. No. 7,038,577, which is hereby incorporated herein byreference in its entirety. The system thus may take into account thedriving conditions or geographic location of the vehicle in making thedecision of whether or not to display the sideward views when it isdetermined that the vehicle has stopped at a potential cross-trafficdriving situation.

Optionally, the system may determine that the vehicle is in or atanother driving condition, such as, for example, a parallel parkingsituation. Such a condition may be determined by processing the capturedimage data and detecting the equipped vehicle being driven alongside avacant parking space and being shifted into reverse to back into thevacant parking space. In such a situation, the video display may providean overview of the vehicle (such as an iconistic representation of thevehicle showing the distances to vehicles or objects forward andrearward of the equipped vehicle, such as in a known manner).

The system of the present invention may be part of an overall activesafety and sensing system, which may comprise the combination of machinevision activity or monitoring (such as for a lane departure warningsystem and/or the like) and vehicle control (such as via body/chassissensors and sensing). The active safety and sensing system may includefusion/combination of outputs from various sensing devices to provideenvironmental awareness at and surrounding the vehicle and may providepartial or complete control of the vehicle as it is driven along a roadand/or may provide alert warnings to the driver of the vehicle of whatmay be present environmentally exterior of the vehicle and/or what maybe hazardous thereat. Machine vision forward facing cameras may be usedto provide lane departure warning (LDW), traffic sign recognition (TSR),forward collision warning (FCW), pedestrian detection, vehicledetection, hazard detection and/or the like, and these systems maycommunicate with or cooperate with other systems, such as intelligentheadlamp control or automatic headlamp control (AHC), intelligent lightranging (ILR) (a combination of AHC and ILR may be used for a glide pathautomatic headlamp control, for example, where the headlamps areactively or dynamically adjusted so that the beam pattern forward of theequipped vehicle can be configured to illuminate the road just ahead ofan approaching vehicle), lane keep assist (LKA) (where the steeringwheel may variably provide resistance to turning to further alert thedriver of a detected potentially hazardous condition and/or may activelyturn or control the steering system of the vehicle so as to mitigate oravoid an imminent potential collision) and/or the like.

Optionally, an LDW system or function may be extended to an LKA systemor function by tracking the lane along which the vehicle is driven andcontrolling the steering torque to aid the driver in maintaining thevehicle in the lane. Optionally, the system may include a map input orgeographical location input (such as from an onboard or an externalGPS-based navigational system), whereby the vehicle safety system may begeographically/locally customized to operate differently or may processthe image data differently or the like, in response to the map input orgeographical location input indicative of the particular geographicallocation of the equipped vehicle at that moment in time. Optionally, andpreferably, the map data/GPS derived information relating to, forexample, the curvature and/or bank angle of a highway exit or entranceramp may tie into the automatic headlamp control and/or the directioncontrol of the headlamp beam. Optionally, for example, map data (such aslongitude/latitude/altitude coordinates) may be provided in connectionwith or fused with a TSR system and/or an AHC/ILR system and/or anautomatic cruise control (ACC) system to enhance performance of the TSRsystem and/or the AHC/ILR system and/or the ACC system. Optionally, thesystem may receive inputs from a Car2Car telematics communication systemor a Car2X telematics communication system or the like.

Optionally, camera data or information may be fused with radar data orinformation (or with other non-vision based data, such as fromultrasonic sensors or infrared sensors or the like) to derive objectinformation and emergency braking may be initiated in response to suchobject detection. Optionally, an LKA system and emergency braking systemmay cooperate to provide semi-autonomous driving. The system may utilizeaspects of the systems described in U.S. Pat. No. 7,697,027, which ishereby incorporated herein by reference in its entirety.

Optionally, the image processor of the system may comprise an advancedimage processing platform, such as, for example, an EyeQX imageprocessing chip, such as an EyeQ2 or an EyeQ1 image processing chipavailable from Mobileye Vision Technologies Ltd. of Jerusalem, Israel,such as described in PCT Application No. PCT/US2010/025545, filed Feb.26, 2010, which published on Sep. 2, 2010 as International PublicationNo. WO 2010/099416; and/or U.S. provisional applications, Ser. No.61/180,257, filed May 21, 2009; Ser. No. 61/156,184, filed Feb. 27,2009; and Ser. No. 61/174,596, filed May 1, 2009, which are all herebyincorporated herein by reference in their entireties.

The video display screen device or module may comprise any suitable typeof video screen and is operable to display images in response to aninput or signal from a control or imaging system. For example, the videodisplay screen may comprise a multi-pixel liquid crystal module (LCM) orliquid crystal display (LCD), preferably a thin film transistor (TFT)multi-pixel liquid crystal display (such as discussed below), or thescreen may comprise a multi-pixel organic electroluminescent display ora multi-pixel light emitting diode (LED), such as an organic lightemitting diode (OLED) or inorganic light emitting diode display or thelike, or a passive reflective and/or backlit pixelated display, or anelectroluminescent (EL) display, or a vacuum fluorescent (VF) display orthe like. For example, the video display screen may comprise a videoscreen of the types disclosed in U.S. Pat. Nos. 7,446,650; 7,370,983;7,338,177; 7,274,501; 7,255,451; 7,195,381; 7,184,190; 6,902,284;6,690,268; 6,428,172; 6,420,975; 5,668,663; 5,724,187, and/or U.S.patent applications, Ser. No. 12/414,190, filed Mar. 30, 2009, now U.S.Pat. No. 8,154,418; Ser. No. 10/538,724, filed Jun. 13, 2005, whichpublished on Mar. 9, 2006 as U.S. Patent Publication No. 2006/0050018;Ser. No. 11/226,628, filed Sep. 14, 2005, which published on Mar. 23,2006 as U.S. Patent Publication No. 2006/0061008; Ser. No. 12/091,525,filed Apr. 25, 2008, now U.S. Pat. No. 7,855,755; Ser. No. 09/585,379,filed Jun. 1, 2000, now abandoned; Ser. No. 10/207,291, filed Jul. 29,2002, which published on Jan. 9, 2003 as U.S. Patent Publication No. US2003/0007261; and/or Ser. No. 12/578,732, filed Oct. 14, 2009, whichpublished on Apr. 22, 2010 as U.S. Patent Publication No. 2010/0097469,which are hereby incorporated herein by reference in their entireties.Optionally, video displays may be disposed at the rearview mirrorassemblies and may be operable to display video images of the rearwardscene, such as by utilizing aspects of the displays described in U.S.patent application Ser. No. 11/933,697, filed Nov. 1, 2007, now U.S.Pat. No. 7,777,611, which is hereby incorporated herein by reference inits entirety. Each mirror thus may provide a video display (such asincluding a video display screen disposed behind and viewable through atransflector or transflective mirror reflector of a reflective element)and the display may be larger if provided as a display-on-demand type ofdisplay behind a transflective mirror reflector of the reflectiveelement and viewable through the transflective mirror reflector of thereflective element.

Optionally, the video display module may provide a graphic overlay toenhance the driver's cognitive awareness of the distances to objects tothe rear of the vehicle (such as by utilizing aspects of the systemsdescribed in U.S. Pat. Nos. 5,670,935; 5,949,331; 6,222,447 and6,611,202; and/or PCT Application No. PCT/US08/76022, filed Sep. 11,2008, which published on Mar. 19, 2009 as International Publication No.WO 2009/036176, which are hereby incorporated herein by reference intheir entireties. Such graphic overlays may be generated at or by thecamera circuitry or the mirror or display circuitry. Optionally, thedisplay module may comprise a high luminance 3.5 inch video display or a4.3 inch video display, preferably having a display intensity of atleast about 400 candelas per square meter (cd/m²) as viewed through thereflective element (preferably as viewed through a transflective mirrorreflector of the transflective reflective element) by a person viewingthe mirror reflective element, more preferably at least about 1000 cd/m²as viewed through the reflective element (preferably as viewed through atransflective mirror reflector of the transflective reflective element)by a person viewing the mirror reflective element, and more preferablyat least about 1500 cd/meas viewed through the reflective element(preferably as viewed through a transflective mirror reflector of thetransflective reflective element) by a person viewing the mirrorreflective element.

The imaging device and control and image processor may comprise anysuitable components, and may utilize aspects of the cameras and visionsystems described in U.S. Pat. Nos. 5,550,677; 5,877,897; 6,498,620;5,670,935; 5,796,094; 6,396,397; 6,806,452; 6,690,268; 7,005,974;7,123,168; 7,004,606; 6,946,978; 7,038,577; 6,353,392; 6,320,176;6,313,454 and 6,824,281, which are all hereby incorporated herein byreference in their entireties. Optionally, the circuit board or chip mayinclude circuitry for the imaging array sensor and or other electronicaccessories or features, such as by utilizing compass-on-a-chip or ECdriver-on-a-chip technology and aspects such as described in U.S. Pat.Nos. 7,255,451 and/or 7,480,149, and/or U.S. patent application Ser. No.11/226,628, filed Sep. 14, 2005, which published on Mar. 23, 2006 asU.S. Patent Publication No. US 2006/0061008, which are herebyincorporated herein by reference in their entireties. The camera orcamera module may comprise any suitable camera or imaging sensor, andmay utilize aspects of the cameras or sensors described in U.S. Pat. No.7,480,149 and/or U.S. patent applications, Ser. No. 12/091,359, filedApr. 24, 2008, which published on Oct. 1, 2009 as U.S. PatentPublication No. US 2009/02443361; and/or Ser. No. 10/534,632, filed May11, 2005, now U.S. Pat. No. 7,965,336; and/or U.S. provisionalapplication Ser. No. 61/303,054, filed Feb. 10, 2010, which are allhereby incorporated herein by reference in their entireties. The imagingarray sensor may comprise any suitable sensor, and may utilize variousimaging sensors or imaging array sensors or cameras or the like, such asa CMOS imaging array sensor, a CCD sensor or other sensors or the like,such as the types described in U.S. Pat. Nos. 5,550,677; 5,670,935;5,760,962; 5,715,093; 5,877,897; 6,922,292; 6,757,109; 6,717,610;6,590,719; 6,201,642; 6,498,620; 5,796,094; 6,097,023; 6,320,176;6,559,435; 6,831,261; 6,806,452; 6,396,397; 6,822,563; 6,946,978;7,339,149; 7,038,577 and 7,004,606; and/or U.S. patent applications Ser.No. 11/315,675, filed Dec. 22, 2005, now U.S. Pat. No. 7,720,580; and/orPCT Application No. PCT/US2003/036177 filed Nov. 14, 2003, and publishedJun. 3, 2004 as PCT Publication No. WO 2004/047421, and/or PCTApplication No. PCT/US2008/076022, filed Sep. 11, 2008, and/or PCTApplication No. PCT/US2008/078700, filed Oct. 3, 2008, which are allhereby incorporated herein by reference in their entireties.

The control module of the present invention may be implemented andoperated in connection with various vehicular vision-based systems,and/or may be operable utilizing the principles of such other vehicularsystems, such as a vehicle headlamp control system, such as the typedisclosed in U.S. Pat. Nos. 5,796,094; 6,097,023; 6,320,176; 6,559,435;6,831,261; 7,004,606 and 7,339,149, and U.S. patent application Ser. No.11/105,757, filed Apr. 14, 2005, now U.S. Pat. No. 7,526,103, which areall hereby incorporated herein by reference in their entireties, a rainsensor, such as the types disclosed in commonly assigned U.S. Pat. Nos.6,353,392; 6,313,454 and/or 6,320,176, and/or U.S. patent application,Ser. No. 11/201,661, filed Aug. 11, 2005, now U.S. Pat. No. 7,480,149,which are hereby incorporated herein by reference in their entireties, avehicle vision system, such as a forwardly, sidewardly or rearwardlydirected vehicle vision system utilizing principles disclosed in U.S.Pat. Nos. 5,550,677; 5,670,935; 5,760,962; 5,877,897; 5,949,331;6,222,447; 6,302,545; 6,396,397; 6,498,620; 6,523,964; 6,611,202;6,201,642; 6,690,268; 6,717,610; 6,757,109; 6,802,617; 6,806,452;6,822,563; 6,891,563; 6,946,978; 7,205,904 and 7,355,524, and/or in U.S.patent application Ser. No. 10/643,602, filed Aug. 19, 2003, now U.S.Pat. No. 7,859,565, which are all hereby incorporated herein byreference in their entireties, a trailer hitching aid or tow checksystem, such as the type disclosed in U.S. Pat. No. 7,005,974, which ishereby incorporated herein by reference in its entirety, a reverse orsideward imaging system, such as for a lane change assistance system orlane departure warning system or for a blind spot or object detectionsystem, such as imaging or detection systems of the types disclosed inU.S. Pat. Nos. 7,355,524; 7,205,904; 7,038,577; 5,929,786 and/or5,786,772, and/or U.S. patent applications, Ser. No. 11/239,980, filedSep. 30, 2005, now U.S. Pat. No. 7,881,496; and/or Ser. No. 11/315,675,filed Dec. 22, 2005, now U.S. Pat. No. 7,720,580, and/or U.S.provisional application Ser. No. 60/628,709, filed Nov. 17, 2004; Ser.No. 60/614,644, filed Sep. 30, 2004; Ser. No. 60/618,686, filed Oct. 14,2004; Ser. No. 60/638,687, filed Dec. 23, 2004, which are herebyincorporated herein by reference in their entireties, a video device forinternal cabin surveillance and/or video telephone function, such asdisclosed in U.S. Pat. Nos. 5,760,962; 5,877,897; 6,690,268 and/or7,370,983, and/or PCT Application No. PCT/US03/40611, filed Dec. 19,2003 and published Jul. 15, 2004 as PCT Publication No. WO 2004/058540,and/or U.S. patent application Ser. No. 10/538,724, filed Jun. 13, 2005and published Mar. 9, 2006 as U.S. Publication No. US-2006-0050018-A1,and/or U.S. provisional applications, Ser. No. 60/630,061, filed Nov.22, 2004; and Ser. No. 60/667,048, filed Mar. 31, 2005, which are herebyincorporated herein by reference in their entireties, a traffic signrecognition system, a system for determining a distance to a leading ortrailing vehicle or object, such as a system utilizing the principlesdisclosed in U.S. Pat. Nos. 6,396,397 and/or 7,123,168, which are herebyincorporated herein by reference in their entireties, and/or the like.

Optionally, the system may selectively control or operate alert devicesor indicators, such as for the exterior rearview mirror assemblies, mayutilize aspects of blind spot indicators or the like, such as indicatorsor light modules of the types described in U.S. Pat. Nos. 7,492,281;6,227,689; 6,582,109; 5,371,659; 5,497,306; 5,669,699; 5,823,654;6,176,602; 6,276,821; 6,198,409; 5,929,786 and 5,786,772, and/or U.S.patent applications, Ser. No. 11/226,628, filed Sep. 14, 2005, whichpublished on Mar. 23, 2006 as U.S. Patent Publication No. US2006/0061008; Ser. No. 11/520,193, filed Sep. 13, 2006, now U.S. Pat.No. 7,581,859; and/or Ser. No. 11/912,576, filed Oct. 25, 2007, now U.S.Pat. No. 7,626,749, and/or PCT Application No. PCT/US2006/026148, filedJul. 5, 2006, which published Jan. 11, 2007 as International PublicationNo. WO 2007/005942, and/or PCT Application No. PCT/US07/82099, filedOct. 22, 2007, which published May 2, 2008 as International PublicationNo. WO 2008/051910, and/or PCT Application No. PCT/US2006/018567, filedMay 16, 2006 and published Nov. 23, 2006 as International PublicationNo. WO 2006/124682, and/or U.S. provisional applications, Ser. No.61/351,513, filed Jun. 4, 2010; and/or Ser. No. 61/238,862, filed Sep.1, 2009, which are hereby incorporated herein by reference in theirentireties.

Optionally, the interior and/or exterior mirror assemblies may comprisean electro-optic or electrochromic mirror assembly and may include anelectro-optic or electrochromic reflective element. The electrochromicmirror element of the electrochromic mirror assembly may utilize theprinciples disclosed in commonly assigned U.S. Pat. Nos. 6,690,268;5,140,455; 5,151,816; 6,178,034; 6,154,306; 6,002,544; 5,567,360;5,525,264; 5,610,756; 5,406,414; 5,253,109; 5,076,673; 5,073,012;5,117,346; 5,724,187; 5,668,663; 5,910,854; 5,142,407 and/or 4,712,879,which are hereby incorporated herein by reference in their entireties,and/or as disclosed in the following publications: N. R. Lynam,“Electrochromic Automotive Day/Night Mirrors”, SAE Technical PaperSeries 870636 (1987); N. R. Lynam, “Smart Windows for Automobiles”, SAETechnical Paper Series 900419 (1990); N. R. Lynam and A. Agrawal,“Automotive Applications of Chromogenic Materials”, Large AreaChromogenics: Materials and Devices for Transmittance Control, C. M.Lampert and C. G. Granquist, EDS., Optical Engineering Press, Wash.(1990), which are hereby incorporated by reference herein in theirentireties; and/or as described in U.S. Pat. No. 7,195,381, which ishereby incorporated herein by reference in its entirety. Optionally, theelectrochromic circuitry and/or a glare sensor (such as a rearwardfacing glare sensor that receives light from rearward of the mirrorassembly and vehicle through a port or opening along the casing and/orbezel portion and/or reflective element of the mirror assembly) andcircuitry and/or an ambient light sensor and circuitry may be providedon one or more circuit boards of the mirror assembly. The mirrorassembly may include one or more other displays, such as the typesdisclosed in U.S. Pat. Nos. 5,530,240 and/or 6,329,925, which are herebyincorporated herein by reference in their entireties, and/ordisplay-on-demand transflective type displays, such as the typesdisclosed in U.S. Pat. Nos. 7,274,501; 7,255,451; 7,195,381; 7,184,190;5,668,663; 5,724,187 and/or 6,690,268, and/or in U.S. patentapplications, Ser. No. 11/226,628, which published on Mar. 23, 2006 asU.S. Patent Publication No. 2006/0061008, filed Sep. 14, 2005; Ser. No.10/538,724, filed Jun. 13, 2005, which published on Mar. 9, 2006 as U.S.Patent Publication No. 2006/0050018; and/or Ser. No. 11/912,576, filedOct. 25, 2007, now U.S. Pat. No. 7,626,749, and/or PCT Application No.PCT/US03/29776, filed Sep. 9, 2003 and published Apr. 1, 2004 asInternational Publication No. WO 2004/026633, and/or PCT Application No.PCT/US10/29173, filed Mar. 30, 2010, which published on Aug. 7, 2010 asInternational Publication No. WO 2010/114825, and/or PCT Application No.PCT/US10/32017, filed Apr. 22, 2010, which published on Oct. 28, 2010 asInternational Publication No. WO 2010/124064, which are all herebyincorporated herein by reference in their entireties. The thicknessesand materials of the coatings on the substrates, such as on the thirdsurface of the reflective element assembly, may be selected to provide adesired color or tint to the mirror reflective element, such as a bluecolored reflector, such as is known in the art and such as described inU.S. Pat. Nos. 5,910,854; 6,420,036 and/or 7,274,501, and in PCTApplication No. PCT/US03/29776, filed Sep. 9, 2003 and published Apr. 1,2004 as International Publication No. WO 2004/026633, which are allhereby incorporated herein by reference in their entireties.

Optionally, the interior rearview mirror assembly may comprise aprismatic mirror assembly or a non-electro-optic mirror assembly or anelectro-optic or electrochromic mirror assembly. For example, theinterior rearview mirror assembly may comprise a prismatic mirrorassembly, such as the types described in U.S. Pat. Nos. 7,249,860;6,318,870; 6,598,980; 5,327,288; 4,948,242; 4,826,289; 4,436,371 and4,435,042; and PCT Application No. PCT/US2004/015424, filed May 18, 2004and published on Dec. 2, 2004, as International Publication No. WO2004/103772, which are hereby incorporated herein by reference in theirentireties. Optionally, the prismatic reflective element may comprise aconventional prismatic reflective element or prism or may comprise aprismatic reflective element of the types described in U.S. Pat. Nos.7,420,756; 7,274,501; 7,249,860; 7,338,177 and/or 7,255,451, and/or U.S.patent application Ser. No. 12/558,892, filed Sep. 14, 2009, whichpublished Apr. 8, 2010 as U.S. Patent Publication No. 2010/0085653,and/or PCT Application No. PCT/US03/29776, filed Sep. 19, 2003 andpublished Apr. 1, 2004 as International Publication No. WO 2004/026633;and/or PCT Application No. PCT/US2004/015424, filed May 18, 2004 andpublished on Dec. 2, 2004, as International Publication No. WO2004/103772; and U.S. provisional application, Ser. No. 60/525,952,filed Nov. 26, 2003,

which are all hereby incorporated herein by reference in theirentireties, without affecting the scope of the present invention.Optionally, the mirror assembly and/or display may utilize aspects ofthe mirror assemblies described in U.S. provisional application Ser. No.61/332,375, filed May 7, 2010, which is hereby incorporated herein byreference in its entirety. A variety of mirror accessories andconstructions are known in the art, such as those disclosed in U.S. Pat.Nos. 5,555,136; 5,582,383; 5,680,263; 5,984,482; 6,227,675; 6,229,319and 6,315,421 (the entire disclosures of which are hereby incorporatedby reference herein), that can benefit from the present invention.

Optionally, the mirror assembly and/or reflective element may includeone or more displays, such as for the accessories or circuitry describedherein. The displays may be similar to those described above, or may beof types disclosed in U.S. Pat. Nos. 5,530,240 and/or 6,329,925, whichare hereby incorporated herein by reference in their entireties, and/ormay be display-on-demand or transflective type displays, such as thetypes disclosed in U.S. Pat. Nos. 7,195,381; 6,690,298; 5,668,663 and/or5,724,187, and/or in U.S. patent applications, Ser. No. 11/226,628,filed Sep. 14, 2005, which published on Mar. 23, 2006 as U.S. PatentPublication No. US 2006/0061008; and/or Ser. No. 10/993,302, filed Nov.19, 2004, now U.S. Pat. No. 7,338,177; and/or in U.S. provisionalapplications, Ser. No. 60/525,952, filed Nov. 26, 2003; Ser. No.60/717,093, filed Sep. 14, 2005; and/or Ser. No. 60/732,245, filed Nov.1, 2005, and/or in PCT Application No. PCT/US03/29776, filed Sep. 19,2003 and published Apr. 1, 2004 as International Publication No. WO2004/026633, which are all hereby incorporated herein by reference intheir entireties. Optionally, a prismatic reflective element maycomprise a display on demand or transflective prismatic element (such asdescribed in PCT Application No. PCT/US03/29776, filed Sep. 19, 2003 andpublished Apr. 1, 2004 as International Publication No. WO 2004/026633;and/or U.S. patent application, Ser. No. 10/993,302, filed Nov. 19,2004, now U.S. Pat. No. 7,338,177; and/or U.S. provisional application,Ser. No. 60/525,952, filed Nov. 26, 2003, which are all herebyincorporated herein by reference in their entireties) so that thedisplays are viewable through the reflective element, while the displayarea still functions to substantially reflect light, in order to providea generally uniform prismatic reflective element even in the areas thathave display elements positioned behind the reflective element.

Optionally, the display and any associated user inputs may be associatedwith various accessories or systems, such as, for example, a tirepressure monitoring system or a passenger air bag status or a garagedoor opening system or a telematics system or any other accessory orsystem of the mirror assembly or of the vehicle or of an accessorymodule or console of the vehicle, such as an accessory module or consoleof the types described in U.S. Pat. Nos. 6,877,888; 6,824,281;6,690,268; 6,672,744; 6,386,742 and 6,124,886, and/or, and/or PCTApplication No. PCT/US03/03012, filed Jan. 31, 2003 and published Aug.7, 2003 as International Publication No. WO 03/065084, and/or PCTApplication No. PCT/US03/40611, filed Dec. 19, 2003 and published Jul.15, 2004 as International Publication No. WO 2004/058540, and/or PCTApplication No. PCT/US04/15424, filed May 18, 2004 and published on Dec.2, 2004, as International Publication No. WO 2004/103772, which arehereby incorporated herein by reference in their entireties. The userinputs may utilize aspects of the assemblies and systems described inU.S. Pat. Nos. 6,471,362; 7,360,932; 7,255,451; 7,249,860; 7,224,324;6,001,486; 6,310,611; 6,320,282; 6,627,918; 7,446,924; 7,253,723;6,504,531; 6,501,465; 6,492,980; 6,452,479; 6,437,258 and/or 6,369,804,and/or U.S. patent application Ser. No. 12/576,550, filed Oct. 9, 2009,which published on Apr. 15, 2010 as U.S. Patent Publication No. US2010/0091394, and/or PCT Application No. PCT/US03/40611, filed Dec. 19,2003 and published Jul. 15, 2004 as International Publication No. WO2004/058540, which are all hereby incorporated herein by reference intheir entireties.

Changes and modifications to the specifically described embodiments maybe carried out without departing from the principles of the presentinvention, which is intended to be limited only by the scope of theappended claims as interpreted according to the principles of patentlaw.

1. A vehicular control system, said vehicular control system comprising:a plurality of cameras disposed at a vehicle equipped with saidvehicular control system; wherein each camera of said plurality ofcameras captures image data in a respective field of view exterior ofthe equipped vehicle; said plurality of cameras at least comprising afront camera disposed at a front portion of the equipped vehicle, a rearcamera disposed at a rear portion of the equipped vehicle, a first sideview camera at a left side portion of the equipped vehicle and a secondside view camera at a right side portion of the equipped vehicle; aradar device disposed at the equipped vehicle; wherein said radar devicesenses radar data in a field of sensing exterior of the equippedvehicle; a central electronic control unit, wherein said centralelectronic control unit comprises an image processor, and wherein imagedata captured by at least some of said plurality of cameras is processedby said image processor of said central electronic control unit; whereinsaid vehicular control system is operable to fuse image data captured byat least one camera of said plurality of cameras with radar data sensedby said radar device; wherein said central electronic control unit isoperable to at least partially control the equipped vehicle as theequipped vehicle is driven along a road; wherein said central electroniccontrol unit includes a threat recognizer/evaluator and a risk assessor;wherein threat recognition/evaluation by the threat recognizer/evaluatorof said central electronic control unit and risk assessment by the riskassessor of said central electronic control unit is responsive, at leastin part, to (i) image data captured by at least one camera of saidplurality of cameras, (ii) radar data sensed by said radar device and(iii) map data associated with a current geographical location of theequipped vehicle; and wherein said central electronic control unit,responsive at least in part to threat recognition/evaluation by thethreat recognizer/evaluator of said central electronic control unit andrisk assessment by the risk assessor of said central electronic controlunit, controls braking of the equipped vehicle.
 2. The vehicular controlsystem of claim 1, wherein said front camera, said rear camera, saidfirst side view camera and said second side view camera connect to saidcentral electronic control unit via Ethernet cabling, and whereincaptured image data is provided to said central electronic control unitvia the Ethernet cabling.
 3. The vehicular control system of claim 1,wherein said vehicular control system comprises a situation analysisvehicle control unit.
 4. The vehicular control system of claim 1,wherein said image processor processes image data captured by said frontcamera for a lane keep assist system of the equipped vehicle.
 5. Thevehicular control system of claim 4, wherein said vehicular controlsystem determines that the equipped vehicle is stopped at a crosstraffic situation at least in part via said image processor processingimage data captured by said front camera.
 6. The vehicular controlsystem of claim 1, wherein said vehicular control system determines adriving condition of the equipped vehicle at least in part via saidimage processor processing image data captured by said front camera. 7.The vehicular control system of claim 1, wherein said image processorprocesses image data captured by at least said front camera for at leastone selected from the group consisting of (i) a pedestrian detectionsystem of the equipped vehicle, (ii) a vehicle detection system of theequipped vehicle and (iii) a hazard detection system of the equippedvehicle.
 8. The vehicular control system of claim 1, wherein saidvehicular control system is operable to detect a stop sign at least inpart via said image processor processing image data captured by saidfront camera.
 9. The vehicular control system of claim 1, wherein saidvehicular control system determines that the equipped vehicle is stoppedat a cross traffic situation at least in part at least in part via saidimage processor processing image data captured by said front camera. 10.The vehicular control system of claim 1, wherein, responsive at least inpart to image processing by said image processor of image data capturedby at least one camera of said plurality of cameras, said vehicularcontrol system determines that the equipped vehicle is at a parallelparking situation.
 11. The vehicular control system of claim 10, whereinsaid vehicular control system determines that the equipped vehicle is atthe parallel parking situation by determining that the equipped vehicleis driven alongside a vacant parking space and shifted into reverse toback into the vacant parking space.
 12. The vehicular control system ofclaim 1, wherein a plurality of ultrasonic sensors is disposed at theequipped vehicle, and wherein each of said ultrasonic sensors sensesultrasonic data in a respective field of sensing exterior of theequipped vehicle, and wherein sensed ultrasonic data is provided to saidcentral electronic control unit and is processed thereat when theequipped vehicle is being parked.
 13. The vehicular control system ofclaim 1, wherein a plurality of radar devices is disposed at theequipped vehicle, each having a respect field of sensing exterior theequipped vehicle, and wherein the plurality of radar devices comprisessaid radar device.
 14. The vehicular control system of claim 1, whereinsaid vehicular control system is at least in part responsive to acommunication from another vehicle via at least one selected from thegroup consisting of (i) a car to car communication system and (ii) a carto X communication system.
 15. The vehicular control system of claim 1,wherein, responsive at least in part to fusion of image data captured byat least one camera of said plurality of cameras with radar data sensedby said radar device, said vehicular control system controls steering ofthe equipped vehicle.
 16. The vehicular control system of claim 1,wherein the current geographical location of the equipped vehicle isdetermined responsive to a global positioning system.
 17. The vehicularcontrol system of claim 1, wherein said map data associated with thecurrent geographical location of the equipped vehicle comprises at leastone selected from the group consisting of (i) longitude coordinates,(ii) latitude coordinates and (iii) altitude coordinates.
 18. Thevehicular control system of claim 1, wherein said vehicular controlsystem comprises a firewall assuring that consumer imported ordownloaded features do not interfere with or degrade vehicular functionsor controls of the equipped vehicle.
 19. The vehicular control system ofclaim 1, wherein said vehicular control system comprises a CommunicationAccess Point (CAP) operable as a communication gateway.
 20. Thevehicular control system of claim 1, wherein said front camera, saidrear camera, said first side view camera and said second side viewcamera are part of a surround vision system of the equipped vehicle. 21.The vehicular control system of claim 1, wherein said central electroniccontrol unit controls steering of the equipped vehicle responsive, atleast in part, to threat recognition/evaluation by the threatrecognizer/evaluator of said central electronic control unit and riskassessment by the risk assessor of said central electronic control unit.22. The vehicular control system of claim 21, wherein said centralelectronic control unit controls speed of the equipped vehicleresponsive, at least in part, to threat recognition/evaluation by thethreat recognizer/evaluator of said central electronic control unit andrisk assessment by the risk assessor of said central electronic controlunit.
 23. The vehicular control system of claim 1, wherein the equippedvehicle comprises an autonomous vehicle.
 24. The vehicular controlsystem of claim 1, wherein said front camera disposed at the frontportion of the equipped vehicle is disposed at an in-cabin side of awindshield of the equipped vehicle and views through the windshieldforward of the equipped vehicle.
 25. The vehicular control system ofclaim 1, wherein said map data associated with the current geographicallocation of the equipped vehicle comprises longitude and latitude data.26. The vehicular control system of claim 1, wherein said map dataassociated with the current geographical location of the equippedvehicle comprises data relevant to the current geographical location.27. The vehicular control system of claim 26, wherein the data relevantto the current geographical location comprises data related to thelocale the equipped vehicle is travelling through or in.
 28. A vehicularcontrol system, said vehicular control system comprising: a plurality ofcameras disposed at a vehicle equipped with said vehicular controlsystem; wherein each camera of said plurality of cameras captures imagedata in a respective field of view exterior of the equipped vehicle;said plurality of cameras at least comprising a front camera disposed ata front portion of the equipped vehicle, a rear camera disposed at arear portion of the equipped vehicle, a first side view camera at a leftside portion of the equipped vehicle and a second side view camera at aright side portion of the equipped vehicle; a radar device disposed atthe equipped vehicle; wherein said radar device senses radar data in afield of sensing exterior of the equipped vehicle; a central electroniccontrol unit, wherein said central electronic control unit comprises animage processor, and wherein image data captured by at least some ofsaid plurality of cameras is processed by said image processor of saidcentral electronic control unit; wherein said vehicular control systemis operable to fuse image data captured by at least one camera of saidplurality of cameras with radar data sensed by said radar device;wherein said image processor processes image data captured at least bysaid front camera for a pedestrian detection system of the equippedvehicle; wherein said central electronic control unit is operable to atleast partially control the equipped vehicle as the equipped vehicle isdriven along a road; wherein said central electronic control unitincludes a threat recognizer/evaluator and a risk assessor; whereinthreat recognition/evaluation by the threat recognizer/evaluator of saidcentral electronic control unit and risk assessment by the risk assessorof said central electronic control unit is responsive, at least in part,to (i) image data captured by at least one camera of said plurality ofcameras, (ii) radar data sensed by said radar device and (iii) map dataassociated with a current geographical location of the equipped vehicle;and wherein said central electronic control unit, responsive at least inpart to threat recognition/evaluation by the threat recognizer/evaluatorof said central electronic control unit and risk assessment by the riskassessor of said central electronic control unit, controls at least oneselected from the group consisting of (i) braking of the equippedvehicle, (ii) speed of the equipped vehicle and (iii) steering of theequipped vehicle.
 29. The vehicular control system of claim 28, whereincaptured image data is provided to said central electronic control unitvia Ethernet cabling.
 30. The vehicular control system of claim 29,wherein said image processor processes image data captured by said frontcamera for a lane keep assist system of the equipped vehicle.
 31. Thevehicular control system of claim 28, wherein said vehicular controlsystem determines that the equipped vehicle is stopped at a crosstraffic situation at least in part via said image processor processingimage data captured by said front camera.
 32. The vehicular controlsystem of claim 28, wherein said vehicular control system determines adriving condition of the equipped vehicle at least in part via saidimage processor processing image data captured at least by said frontcamera.
 33. The vehicular control system of claim 28, wherein said imageprocessor processes image data captured at least by said front camerafor a vehicle detection system of the equipped vehicle.
 34. Thevehicular control system of claim 33, wherein said vehicular controlsystem is operable to detect a stop sign at least in part via said imageprocessor processing image data captured by said front camera.
 35. Thevehicular control system of claim 28, wherein a plurality of ultrasonicsensors is disposed at the equipped vehicle, and wherein each of saidultrasonic sensors senses ultrasonic data in a respective field ofsensing exterior of the equipped vehicle, and wherein sensed ultrasonicdata is provided to said central electronic control unit and isprocessed thereat when the equipped vehicle is being parked.
 36. Thevehicular control system of claim 28, wherein a plurality of radardevices is disposed at the equipped vehicle, each having a respect fieldof sensing exterior the equipped vehicle, and wherein the plurality ofradar devices comprises said radar device.
 37. The vehicular controlsystem of claim 36, wherein said vehicular control system is at least inpart responsive to a communication from another vehicle via at least oneselected from the group consisting of (i) a car to car communicationsystem and (ii) a car to X communication system.
 38. The vehicularcontrol system of claim 28, wherein, responsive at least in part tofusion of image data captured by at least one camera of said pluralityof cameras with radar data sensed by said radar device, said vehicularcontrol system controls steering of the equipped vehicle.
 39. Thevehicular control system of claim 28, wherein the current geographicallocation of the equipped vehicle is determined responsive to a globalpositioning system.
 40. The vehicular control system of claim 39,wherein said map data associated with the current geographical locationof the equipped vehicle comprises at least one selected from the groupconsisting of (i) longitude coordinates, (ii) latitude coordinates and(iii) altitude coordinates.
 41. The vehicular control system of claim28, wherein said vehicular control system comprises a firewall assuringthat consumer imported or downloaded features do not interfere with ordegrade vehicular functions or controls of the equipped vehicle.
 42. Thevehicular control system of claim 41, wherein said vehicular controlsystem comprises a Communication Access Point (CAP) operable as acommunication gateway.
 43. The vehicular control system of claim 28,wherein said front camera, said rear camera, said first side view cameraand said second side view camera are part of a surround vision system ofthe equipped vehicle.
 44. The vehicular control system of claim 28,wherein said central electronic control unit controls steering of theequipped vehicle responsive, at least in part, to threatrecognition/evaluation by the threat recognizer/evaluator of saidcentral electronic control unit and risk assessment by the risk assessorof said central electronic control unit.
 45. The vehicular controlsystem of claim 44, wherein said central electronic control unitcontrols speed of the equipped vehicle responsive, at least in part, tothreat recognition/evaluation by the threat recognizer/evaluator of saidcentral electronic control unit and risk assessment by the risk assessorof said central electronic control unit.
 46. The vehicular controlsystem of claim 45, wherein the equipped vehicle comprises an autonomousvehicle.
 47. The vehicular control system of claim 28, wherein saidfront camera disposed at the front portion of the equipped vehicle isdisposed at an in-cabin side of a windshield of the equipped vehicle andviews through the windshield forward of the equipped vehicle.
 48. Thevehicular control system of claim 28, wherein said map data associatedwith the current geographical location of the equipped vehicle compriseslongitude and latitude data.
 49. The vehicular control system of claim28, wherein said map data associated with the current geographicallocation of the equipped vehicle comprises data relevant to the currentgeographical location.
 50. The vehicular control system of claim 49,wherein the data relevant to the current geographical location comprisesdata related to the locale the equipped vehicle is travelling through orin.
 51. A vehicular control system, said vehicular control systemcomprising: a plurality of cameras disposed at a vehicle equipped withsaid vehicular control system; wherein each camera of said plurality ofcameras captures image data in a respective field of view exterior ofthe equipped vehicle; said plurality of cameras at least comprising afront camera disposed at a front portion of the equipped vehicle, a rearcamera disposed at a rear portion of the equipped vehicle, a first sideview camera at a left side portion of the equipped vehicle and a secondside view camera at a right side portion of the equipped vehicle;wherein said front camera disposed at the front portion of the equippedvehicle is disposed at an in-cabin side of a windshield of the equippedvehicle and views through the windshield forward of the equippedvehicle; a radar device disposed at the equipped vehicle; wherein saidradar device senses radar data in a field of sensing exterior of theequipped vehicle; a central electronic control unit, wherein saidcentral electronic control unit comprises an image processor, andwherein image data captured by at least said front camera is processedby said image processor of said central electronic control unit; whereinsaid vehicular control system is operable to fuse image data captured byat least said front camera with radar data sensed by said radar device;wherein said image processor processes image data captured by at leastsaid front camera for a pedestrian detection system of the equippedvehicle; wherein said vehicular control system comprises a firewallassuring that consumer imported or downloaded features do not interferewith or degrade vehicular functions or controls of the equipped vehicle;wherein said central electronic control unit is operable to at leastpartially control the equipped vehicle as the equipped vehicle is drivenalong a road; wherein said central electronic control unit includes athreat recognizer/evaluator and a risk assessor; wherein threatrecognition/evaluation by the threat recognizer/evaluator of saidcentral electronic control unit and risk assessment by the risk assessorof said central electronic control unit is responsive, at least in part,to (i) image data captured by at least said front camera, (ii) radardata sensed by said radar device and (iii) map data associated with acurrent geographical location of the equipped vehicle; and wherein saidcentral electronic control unit, responsive at least in part to threatrecognition/evaluation by the threat recognizer/evaluator of saidcentral electronic control unit and risk assessment by the risk assessorof said central electronic control unit, controls speed of the equippedvehicle.
 52. The vehicular control system of claim 51, wherein saidimage processor processes image data captured by said front camera for alane keep assist system of the equipped vehicle.
 53. The vehicularcontrol system of claim 51, wherein said vehicular control systemdetermines that the equipped vehicle is stopped at a cross trafficsituation at least in part via said image processor processing imagedata captured by said front camera.
 54. The vehicular control system ofclaim 51, wherein said vehicular control system determines a drivingcondition of the equipped vehicle at least in part via said imageprocessor processing image data captured at least by said front camera.55. The vehicular control system of claim 51, wherein said imageprocessor processes image data captured at least by said front camerafor a vehicle detection system of the equipped vehicle.
 56. Thevehicular control system of claim 55, wherein said vehicular controlsystem is operable to detect a stop sign at least in part via said imageprocessor processing image data captured by said front camera.
 57. Thevehicular control system of claim 51, wherein a plurality of ultrasonicsensors is disposed at the equipped vehicle, and wherein each of saidultrasonic sensors senses ultrasonic data in a respective field ofsensing exterior of the equipped vehicle, and wherein sensed ultrasonicdata is provided to said central electronic control unit and isprocessed thereat when the equipped vehicle is being parked.
 58. Thevehicular control system of claim 51, wherein a plurality of radardevices is disposed at the equipped vehicle, each having a respect fieldof sensing exterior the equipped vehicle, and wherein the plurality ofradar devices comprises said radar device.
 59. The vehicular controlsystem of claim 51, wherein said vehicular control system is at least inpart responsive to a communication from another vehicle via at least oneselected from the group consisting of (i) a car to car communicationsystem and (ii) a car to X communication system.
 60. The vehicularcontrol system of claim 51, wherein, responsive at least in part tofusion of image data captured by said front camera with radar datasensed by said radar device, said vehicular control system controlssteering of the equipped vehicle.
 61. The vehicular control system ofclaim 60, wherein the current geographical location of the equippedvehicle is determined responsive to a global positioning system.
 62. Thevehicular control system of claim 61, wherein said map data associatedwith the current geographical location of the equipped vehicle comprisesat least one selected from the group consisting of (i) longitudecoordinates, (ii) latitude coordinates and (iii) altitude coordinates.63. The vehicular control system of claim 51, wherein said vehicularcontrol system comprises a Communication Access Point (CAP) operable asa communication gateway.
 64. The vehicular control system of claim 51,wherein said central electronic control unit controls braking of theequipped vehicle responsive, at least in part, to threatrecognition/evaluation by the threat recognizer/evaluator of saidcentral electronic control unit and risk assessment by the risk assessorof said central electronic control unit.
 65. The vehicular controlsystem of claim 64, wherein said central electronic control unitcontrols steering of the equipped vehicle responsive, at least in part,to threat recognition/evaluation by the threat recognizer/evaluator ofsaid central electronic control unit and risk assessment by the riskassessor of said central electronic control unit.
 66. The vehicularcontrol system of claim 65, wherein the equipped vehicle comprises anautonomous vehicle.
 67. The vehicular control system of claim 51,wherein said map data associated with the current geographical locationof the equipped vehicle comprises longitude and latitude data.
 68. Thevehicular control system of claim 51, wherein said map data associatedwith the current geographical location of the equipped vehicle comprisesdata relevant to the current geographical location.
 69. The vehicularcontrol system of claim 68, wherein the data relevant to the currentgeographical location comprises data related to the locale the equippedvehicle is travelling through or in.